Kekuatan kapal

Introduction
• A structure is a tool for carrying (carrying what is in or on the
structure)
• Traditional design are
1. Built by tradition
2. Changes based primarily on experience(some analysis)
3. QA by proof test and use
• Engineering design
1. Incorporates analysis based on math/physics
2. Common designs are codified (building code, class rule etc)
3. New design should follow the ‘ Engineering method ’
Comparison of the ship structure
• By engineering design • By traditional design
The purpose of Ship structures
• The structure of a ship or ocean platform has 3 principal functions
1. Strength (resist weight, environment forces-wave)
2. Stiffness (resist deflections-allows ship/equipment to function)
3. Water tight integrity (stay floating)
• There are two types other important functions
1. Provide subdivision
2. Support payloads
Structural arrangement
• The particular arrangement of the structure is done to suit a variety
of demands
Hull is shaped (reduce resistance, reduce motions, reduce noise)
Holds are arranged for holding / loading cargo
Holds are arranged for holding/installing engines
Superstructure is arranged for accommodation / navigation
All structure is arranged for build ability / maintainability
All structure is arranged for safety
All structure is arranged for low cost
Types of structural work
• Ship structural specialists are involved in a variety of work

Design
Analysis
Construction
Maintenance
Repair
Regulation
Ship Structural Loads
• It is convenient to divide the loads acting on the ship structure into
four categories as follows, where the categories are based partly upon
the nature of the load and partly upon the nature of the ship’s
response.
1. Static Loads
2. Low-Frequency Dynamic Loads
3. High-Frequency Dynamic Loads.
4. Impact Loads.
Static load
• Static Loads. Static loads are loads that vary slowly with time and
change when the total weight of the ship changes, as a result of
loading or discharge of cargo, consumption of fuel, or modification to
the ship itself.
1. Weight of the ship and its contents
2. Static buoyancy of the ship when at rest or moving
3. Thermal loads resulting from nonlinear temperature gradients
within the hull
4. Concentrated loads caused by dry-docking and grounding
Low-Frequency Dynamic Loads
• Low frequency dynamic loads are loads that vary in time with periods
ranging from a few seconds to several minutes, and therefore occur at
frequencies that are sufficiently low, there is no appreciable resonant
amplification of the stresses induced in the structure. The loads are
called dynamic because they originate mainly in the action of the
waves through which the ship moves, and therefore are always
changing with time. They may be broken down into the following
components
1. Wave-induced hull pressure variations
2. Hull pressure variations caused by oscillatory ship motions
3. Inertial reactions resulting from the acceleration of the mass of the
ship and its contents
High-Frequency Dynamic Loads
• High frequency dynamic loads are time-varying loads of sufficiently high
frequency that they may induce a vibratory response in the ship structure.
Examples of such dynamic loads are the following
1. Hydrodynamic loads induced by propulsive devices on the hull or
appendages
2. Loads imparted to the hull by reciprocating or unbalanced rotating
machinery
3. Hydro-elastic loads resulting from the interaction of appendages with
the flow past the ship
4. Wave-induced loads primarily due to short waves whose frequency of
encounter overlaps the lower natural frequencies of hull vibration
Impact Loads
• Impact loads are dynamic loads resulting from slamming or wave impact on the forefoot,
bow flare, and other parts of the hull structure, including the effects of green water on
deck
1. Accidental loads caused by fire, collision, or grounding
2. Sloshing and impact loads on internal structure caused by the movement of liquids in
tanks
3. Ice loads in vessels intended for icebreaking or arctic navigation
4. Loads caused by impact with other vessels, piers, or other obstacles, as in the case of
tugs and barges
5. Impact of cargo-handling equipment, such as grabs or clamshells used in unloading
certain bulk commodities
6. Structural thermal loads imposed by special cargo carried at non ambient
temperature or pressure
7. Landing of aircraft or helicopters.
Static Loading on a Ship afloat in Still Water
• The static loads acting on a ship afloat in still water consist of two
parts: buoyancy forces and gravity forces, or weights.
• The buoyancy force is the resultant of the hydrostatic pressure
distribution over the immersed external area of the ship
• The weights are body forces distributed throughout the ship and its
contents, and the direction of the weight forces is always vertically
downward
Figure of static load
Response of ship structure (sagging)
Response of ship structure (sagging)
• Primary response is the response of the entire hull when bending and
twisting as a beam, under the external longitudinal distribution of
vertical, lateral, and twisting loads.
• Secondary response comprises the stress and deflection of a single
panel of stiffened plating (e.g., the panel of the bottom structure
contained between two adjacent transverse bulkheads).
• Tertiary response describes the out-of-plane deflection and
associated stress of an individual panel of plating.
Sometimes it is necessary to know the localized distribution of the
loads and in other cases, depending upon the structural response being
sought, to know the distribution of the resultants of the local loads
Ship in a calm water
Ship in a calm water
Ship in wave
Ship in wave
The Graph of ship strength